Heating railway-cars



T MOGRORY HEATING RAILWAY CARS.

No. 463,405. Patented Nov. 17, .1891.

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UNITED STATES PATENT OFFICE.

THOMAS MCGRORY, OF PHILADELPHIA, PENNSYLVANIA.

H EATING RAI LWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 463,405, dated November 1'7, 1891.

Application filed May 23, 1887. Serial No. 239,084. (No model.)

To all whom it may concern.-

Be it known that I, THOMAS MoGRoRY, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Heating Railway-Oars, of which the following is a specification.

The object of my invention is to provide simple and effective means for utilizing the waste heat of a locomotive for the purpose of heating volumes of air to be afterward conveyed to the cars of the train, so as to dispense with the necessity of employing stoves or other heating devices in each car.

In the accompanying drawings, Figure 1 is a longitudinal section of sufficient of a locomotive to illustrate the application of my improved heating device thereto. Fig. 2 is an enlarged sectional view of the heating-drum, and Fig. 3 an enlarged sectional view of another part of the device. Fig. 4 is a sectional view of part of the heating-drum, on a still larger scale than Fig. 2, in order to show the perforated character of the air-pipe within the drum.

A represents the usual elongated smoke-box of a locomotive; B, the horizontal spark-arresting screen of the same; and D, the usual jet-pipe beneath the stack, the position of the driving and front truck wheels being shown by dotted lines.

In advance of the pipe D, and beneath the screen B, I locate a drum F, preferably of oval form, and suitably supported in the inclined position shown in Fig. 1, so that While the products of combustion can circulate freely around, under, and over the drum, no opportunity will be aiforded for the lodgment of sparks on the upper surface of the same.

\Vithin the drum adjacent to the curved wall and flat front and rear sides of the same, is a coiled pipe G, which extends from the drum upward into the stack for some distance,

- and terminates in a flaring mouth or receiver a in advance of the stack, and preferably just below the top of the same.

From the drum F extends a discharge-pipe II, which, in the present instance, is carried back beneath the boiler and through the'ashpan I, although the course taken by this discharge-pipc may be varied, as desired, without departing from the essential feature of my invention.

Then the engine is in motion, air enters the flaring mouth or receiver a of the pipe G and is forced down through the same and escapes from perforations in the coiled portion of the pipe within the drum F, these perforations being so arranged that the air is delivered in a series of fine jets, which constantlyimpinge upon all portions of the interior of the casing of the drum, and as the latter is highly heated by reason of the continual circulation of the heated products of combustion around the same, the air must likewise be highly heated before it can escape through the discharge-pipe II.

The devices described provide for the sup ply of air to the heating-d rum only when the engine is in motion, and in order to maintain the supply when the engine is stopped at a station, or whenever the supply through the pipe G fails from any other cause, I provide said pipe G with a branch pipe J, which communicates with the usual compressed-air reservoir K used in connection with the braking mechanism of a train, said pipe being provided with a suitable valve b, which should be under the control of the engineer, so that air from the reservoir K may be permitted to enter the drum F whenever it may be necessary.

In order to prevent the escape of air upwardly through the pipe 6- in the latter case, I provide said pipe with a check-valve cl, which should be so constructed as to close against pressure from below, but to open readily to permit the flow of air downwardthrough the ipe. p It is advisable to supply a certain amount of moisture to the heated air before permitting the same to gain access to the cars of a train. Hence I provide'a pipe f, which cornmunicates with the steam-space of the boiler and is furnished with a valve g, within easy reach of the engineer, said pipe terminating in a rearWardly-projecting nozzle 1' in the pipe H, so that a jet of steam of any desired volume may be projected into the current of hot air traversing the pipe, in order to supply the same with the desired amount of moisture without unduly lowering the temperature of the air. By reason of the rearward projection of the nozzle, moreover, the steam-jet is available as a means of causing or assisting IOC be conveyed rearward to the various cars of the train.

I am aware that it is not new to locate a heater in the smoke-box of a locomotive and to supply the same with air through a pipe extending up to a point in front of the stack and provided with aflaring mouth or receiver, and I am also aware that special pumping mechanism has been proposed for supplying sneh heater with air when the engine is not running. Hence I do not claim either of these things, broadly considered; but

I claim as my invention and desire to se cure by Letters Patent 1. The combination of the elongated smokebox of a locomotive, having a horizontal spark-arresting screen therein, with a heater located beneath the screen and in advance of the jet-nozzle and in front of the fines of the tubed barrel of the boiler, with a pipe for supplying cold air to said heater, and another pipe for conveying the heated air therefrom, substantially as specified.

2. The combination of the smoke-box of a locomotive, the heating-drum therein, an airsupply pipe coiled within the drum and perforated so as to discharge the air in contact with the entire inner surface of said drum, and an outlet-pipe for said heated air, substantially as specified.

The combination of the initial pipe of the hot-air-pipe system of the train, a heater located in the smoke-box of the locomotive, a pipe for supplying air to said heater, a pipe for conveying the hot air therefrom, a connection between said pipe and the initial pipe of the train system, and a valved pipe providing comn'iunication between the steam space or passage of the locomotive and the hot-air pipe on the same at a point between the heater and the train-pipe, so as to effect the admixture of steam with the hot air after it leaves the heater, butbefore it enters the train-pipes, all substantially as specified.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

THOS. MCGRORY.

Witnesses:

JOHN hIEIDAN,

HENRY IlowsoN. 

